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13. During the public review of the nodal development strategy, many comments were <br /> received that identified the need for incentives for developers, builders, property owners, <br /> and neighborhoods to ensure that nodal developments would be built consistent with <br /> design guidelines. The type of support and incentives suggested ranged from public <br /> investments in infrastructure to technical assistance and economic incentives. <br /> <br />Policies <br /> <br />F.1 Apply the nodal development strategy in areas selected by each jurisdiction that have <br /> identified potential for this type of transportation-efficient land use pattern.~3 <br /> <br />F.2 Support application of the nodal development strategy in designated areas through <br /> information, technical assistance, or incentives. <br /> <br />F.3 Provide for transit-supportive land use patterns and development, including higher <br /> intensity, transit-oriented development along major transit corridors and near transit <br /> stations; medium- and high-density residential development within ¼ mile of transit <br /> stations, major transit corridors, employment centers, and downtown areas; and <br /> development and redevelopment in designated areas that are or could be well served by <br /> existing or planned transit. <br /> <br />F.4 Require improvements that encourage transit, bicycles, and pedestrians in new <br /> commercial, public, mixed use, and multi-unit residential development. <br /> <br />F.5 Within three years of TransPlan adoption, apply the ND, Nodal Development, <br /> designation to areas selected by each jurisdiction, adopt and apply measures to protect <br /> designated nodes from incompatible development and adopt a schedule for completion of <br /> nodal plans and implementing ordinances. <br /> <br />Transportation Demand Management <br /> <br />Findings <br /> <br />14. TDM addresses federal Transportation Equity Act for the 21st Century (TEA 21) and <br /> state TPR requirements to reduce reliance on the automobile, thus helping to postpone the <br /> need for expensive capital improvements. The need for TDM stems from an increasing <br /> demand for and a constrained supply of road capacity, created by the combined effects of <br /> an accelerated rate of population growth (41 percent projected increase from 1995 to <br /> 2015) and increasing highway construction costs; for example, the City of Eugene <br /> increased the transportation systems development charge by a total of 15 percent to <br /> account for inflation from 1993-1996. <br /> <br />15. The Regional Travel Forecasting Model estimates that average daily traffic on most <br /> major streets is growing by 2-3 percent per year. Based on 1994 Commuter Pack Survey <br /> <br /> See Glossary for the definition of nodal development. <br /> <br /> III-F-5 <br /> <br /> <br />